Railway vehicle marshalling reconnection network fault processing method

Abstract

The present application relates to a kind of track vehicle marshalling reconnection network system and fault processing method and train level data optimal forwarding path, the method comprises: when EREP exception occurs, the master-slave relationship of Ethernet backbone network node ETBN is re-determined;When ETBN and ECNN vehicle level link exception, the master-slave relationship of Ethernet backbone network node ETBN is re-determined;After CCU and ETBN confirm master-slave relationship, node quantity and node order sequence number each other by train real-time data protocol TRDP, network topology is locked, CCU issues the command of prohibiting change topology, when ETBN fails, it does not affect data forwarding;CCU determines master-slave relationship according to whether local reconnection signal is collected, the CCU at reconnection end works in master mode, and the CCU in non-reconnection end works in slave mode, ensure optimal path.The present application solves the problem of normal forwarding of train level network data when network equipment or link failure occurs in the reconnection network of track vehicle marshalling and the optimal forwarding path of train level data.

Description

Technical Field

[0001] This invention belongs to the field of rail transit technology, and in particular relates to a rail vehicle train formation and coupling network system and a fault handling method. Background Technology

[0002] In modern rail transit systems, the train network control system is crucial for ensuring the stability and safety of train operation. With the increasing demand for multiple-unit train operations, the design of the train network control system needs to be flexible enough to adapt to changes in train formation, ensuring the continuity and reliability of data communication. Therefore, Ethernet-based train network control systems typically employ a two-level architecture, including a train-level network and a vehicle-level network.

[0003] The train-level network is primarily configured with two redundant Ethernet backbone nodes (ETBNs), placed at both ends of the train and interconnected via Ethernet repeaters (EREPs). Link aggregation technology is used to achieve network redundancy, improving network reliability and data transmission stability. The vehicle-level network is configured with redundant vehicle-level Ethernet switches (ECNNs), using ring networks or link aggregation to connect internal vehicle devices. The Central Control Unit (CCU), as the core control unit of the network system, is responsible for aggregating data from terminal devices in the vehicle-level network and sending reconnection data to the train-level network, completing data interaction control, such as... Figure 1 As shown.

[0004] This network topology operates stably under normal conditions, but under abnormal conditions: ① a fault in the Ethernet backbone node ETBN in the train-level network causes the central control unit (CCU) to abnormally acquire network data within the same trainset; ② after the Ethernet backbone node ETBN is reset and re-entered into the trainset, it cannot forward data due to topology changes being prohibited; ③ the CCU cannot communicate with the Ethernet backbone node ETBN operating in master mode due to link abnormalities; ④ a fault in the network repeater REP causes the vehicle-level network to fail. All of these faults can lead to communication abnormalities in coupled trains, preventing normal operation and causing train stoppages. Currently, the train network control system lacks an effective linkage strategy between the CCU and the Ethernet backbone node ETBN, making it impossible to guarantee normal network data forwarding and normal vehicle operation under abnormal conditions. Therefore, there is an urgent need for a fault handling strategy that can ensure normal network data forwarding and normal vehicle operation under abnormal conditions to improve the stability and reliability of the train network control system and ensure the safety of train operation. Summary of the Invention

[0005] To address the shortcomings of related technologies, this invention provides a rail vehicle train formation and reconnection network system and fault handling method, solving the network connectivity problem when a network fault occurs in the rail vehicle train formation and reconnection network.

[0006] According to one aspect of this application, a rail vehicle trainset multiplexing network system is provided. In one possible implementation, the rail vehicle trainset multiplexing network system includes two or more single-train network systems. Each single-train network system includes a train-level network and a vehicle-level network, wherein: The train-level network includes four Ethernet backbone nodes ETBNs located in the cars at both ends of the trainset: ETBN1, ETBN2, ETBN3, and ETBN4. ETBN1 and ETBN3, and ETBN2 and ETBN4 are connected via repeaters REP. ETBN1 and ETBN3, and ETBN2 and ETBN4 are redundant with each other, forming two independent networks. The vehicle-level network includes two independent network switches, ECN1 and ECN2, installed in each carriage within the train set. The ECN1 and ECN2 of each carriage are connected sequentially to form an independent ring network or link aggregation network. It also includes a central control unit, CCU1 and CCU2, located in the two end vehicles of each train set. The two are redundant with each other, and CCU1 and CCU2 are simultaneously connected to the ECN1 and ECN2 in their respective carriages.

[0007] In one possible implementation, the fault handling method for the above-described rail vehicle train formation and multiple-unit network system includes: When an EREP exception occurs, it includes: The master-slave relationship of Ethernet backbone network node ETBNs is redefined, including: ETBNs with no other nodes on either side operate in slave mode, ETBNs with other nodes on either side operate in master mode, and the master ETBN can bypass the link where the faulty EREP device is located to transmit data with the ETBNs in its group; The CCU determines the master-slave relationship based on whether a local reconnection signal is collected. The CCU at the reconnection end works in master mode, while the CCU at the non-reconnection end works in slave mode. After the CCU and ETBN, which are in master-slave mode respectively, confirm the master-slave relationship, number of nodes and node sequence number with each other through the Train Real-Time Data Protocol (TRDP), the final network state is determined and the network topology is locked. The CCU issues a command to prohibit changes to the topology, so that the entire network can achieve train-level network data forwarding with the shortest transmission line.

[0008] In one possible implementation, when the CCU detects that the number of ETBN nodes in the two train-level networks is inconsistent, or that the ETBN master-slave mode is abnormal in its own logical judgment, the CCU provides alarm prompts and fault handling guidelines through the human-machine display unit.

[0009] In one possible implementation, when any Ethernet backbone node (ETBN) in the train-level network fails, it disconnects the faulty device from the train-level network bus through its own bypass function, while the sequence number of other Ethernet backbone nodes (ETBNs) remains unchanged.

[0010] In one possible implementation, when any of the Ethernet backbone nodes (ETBNs) in the train-level network fails, the method further includes: When an abnormal power fluctuation causes the ETBN to restart, even if the central control unit (CCU) has been disabling commands to change the network topology, all Ethernet backbone nodes (ETBNs) within the vehicle-level network can still execute commands to change the network topology, thus triggering a change in the vehicle-level network topology. After a power outage and restart, a faulty Ethernet backbone node (ETBN) must trigger a topology change to join the train-level network topology, function normally, and forward train-level network data to that node.

[0011] In one possible implementation, it further includes: when a network line failure occurs in the central control unit (CCU) operating in main mode: If the Ethernet backbone node ETBN operating in slave mode can communicate normally with the central control unit CCU operating in master mode, then the master-slave Ethernet backbone node ETBN will switch operating modes.

[0012] In one possible implementation, it further includes: during reconnection and deconnection: the CCU issues a command allowing changes to the network topology based on the deconnection signal, and after the network topology stabilizes, issues a command prohibiting changes to the network topology.

[0013] Based on the above technical solution, the rail vehicle train reconnection network system and fault handling method of the present invention, when an EREP anomaly occurs, redetermines the master-slave relationship of the Ethernet backbone network node ETBN, including: ETBNs without any other nodes on either side operate in slave mode, and ETBNs with other nodes on either side operate in master mode. The master ETBN can bypass the link where the faulty EREP device is located and transmit data to the ETBNs in its train; when the link between the ETBN and the ECNN vehicle-level link is abnormal, the master-slave relationship of the Ethernet backbone network node ETBN is redetermined. If the ETBN experiencing the link anomaly was operating in master mode at the time, it switches to master mode. In slave mode, vehicle-level data can be forwarded to train-level data. The CCU determines the master-slave relationship based on whether the input / output modules have collected local reconnection signals. The CCU at the reconnection end operates in master mode, and the CCU at the non-reconnection end operates in slave mode. After the CCUs in master and slave modes and the ETBN confirm the master-slave relationship, number of nodes, and node sequence number with each other through the Train Real-Time Data Protocol (TRDP), the final network state is determined and the network topology is locked. The CCU issues a command to prohibit changes to the topology. In this way, the entire network achieves train-level network data forwarding with the shortest transmission line, solving the network connectivity problem when a network failure occurs in the railway vehicle trainset reconnection network. Attached Figure Description

[0014] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this application, illustrate exemplary embodiments of the invention and, together with their description, serve to explain the invention and do not constitute an undue limitation thereof. In the drawings: Figure 1 A topology diagram of the existing rail vehicle network system; Figure 2 This is a topology diagram of a single-unit rail vehicle network system according to one embodiment of this application; Figure 3 This is a topology diagram of a rail vehicle train formation and reconnection network system according to one embodiment of this application; Figure 4 This is a network topology diagram of a rail vehicle train reconnection network system (ETBN) under ETBN failure according to one embodiment of this application. Figure 5 This is a network topology diagram of a rail vehicle train reconnection network system operating in master mode when the CCU fails, according to one embodiment of this application. Detailed Implementation

[0015] The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0016] In the description of this invention, it should be understood that the terms "center", "lateral", "longitudinal", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0017] The terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first," "second," or "third" may explicitly or implicitly include one or more of that feature.

[0018] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0019] To address the network connectivity issues following outages in the trainset reconnection network, this application provides a trainset reconnection network system.

[0020] See Figure 2 and Figure 3In one possible implementation, the rail vehicle trainset multiplexing network system of this application includes: two or more single-train network systems. Each single-train network system includes a train-level network and a vehicle-level network. The train-level network includes four Ethernet backbone nodes (ETBNs) located in the vehicles at both ends of the trainset: ETBN1, ETBN2, ETBN3, and ETBN4. ETBN1 and ETBN3, and ETBN2 and ETBN4 are respectively connected via repeaters (REPs). ETBN1 and ETBN3, and ETBN2 and ETBN4 are mutually redundant, forming two independent networks. The vehicle-level network includes two independent network switches (ECN1 and ECN2) located in each car within the trainset. The ECN1 and ECN2 of each car are sequentially connected to form an independent ring network or link aggregation network. It also includes two central control units (CCU1 and CCU2) located in the vehicles at both ends of each trainset. These two units are mutually redundant, and CCU1 and CCU2 are simultaneously connected to the ECN1 and ECN2 in their respective cars.

[0021] In the above scheme, the design of the trainset multiplexing network adopts a two-level network structure: a train-level network and a vehicle-level network, to ensure high reliability and redundancy of network communication. The train-level network achieves network redundancy and data transmission through four Ethernet backbone nodes (ETBNs). These four ETBNs are located in the vehicles at both ends of the trainset and are connected by repeaters (REPs) to form two independent network lines. This design allows data transmission to continue through the other line even if one line fails, thereby improving network reliability.

[0022] The vehicle-level network consists of two independent network switches, ECN1 and ECN2, installed in each carriage. These switches are connected sequentially to form a ring network or a link aggregation network. This design improves the fault tolerance of the internal vehicle network and the efficiency of data transmission. Simultaneously, a central control unit (CCU1) and a central control unit (CCU2) are installed in each of the two end carriages of each trainset. These two CCUs are redundant and connected to their respective ECN1 and ECN2 units in their respective carriages. This design ensures that if any CCU fails, the other CCU can take over control, guaranteeing the normal operation of the train.

[0023] In another aspect, this application provides a fault handling method for a rail vehicle trainset reconnection network. In one possible implementation of the rail vehicle trainset reconnection network system described above, the method includes: When an EREP exception occurs, it includes: The master-slave relationship of Ethernet backbone network node ETBNs is redefined, including: ETBNs with no other nodes on either side operate in slave mode, and ETBNs with other nodes on either side operate in master mode. The master ETBN can bypass the link where the faulty EREP device is located and transmit data with the ETBNs in its group; the CCU determines the master-slave relationship based on whether a local reconnection signal is collected. The CCU at the reconnection end operates in master mode, and the CCU at the non-reconnection end operates in slave mode. After the CCU and ETBN, which are in master-slave mode respectively, confirm the master-slave relationship, number of nodes and node sequence number with each other through the Train Real-Time Data Protocol (TRDP), the final network state is determined and the network topology is locked. The CCU issues a command to prohibit changes to the topology, so that the entire network can achieve train-level network data forwarding with the shortest transmission line.

[0024] See Figure 3 To avoid potential train communication network interruptions due to repeater REP malfunctions, in the case of trainset reconnection, the Ethernet backbone network nodes ETBN determine their master-slave relationship based on whether they are end nodes. ETBN1 in the first trainset is an end node, with no other ETBN nodes to its left. ETBN3 in the second trainset is an end node, with no other ETBN nodes to its right. These two nodes operate in slave mode. ETBN3 in the first trainset and ETBN1 in the second trainset operate in master mode. This allows train-level network transmission to bypass the REP repeater, achieving short-distance transmission and avoiding vehicle-level network data transmission anomalies caused by repeater failures. The CCU determines its master-slave relationship based on whether it has acquired a local reconnection signal. The CCU at the reconnection end operates in master mode, while the CCU at the non-reconnection end operates in slave mode.

[0025] Under current practices, redundant CCUs obtain their operating modes through competition; the fastest starter becomes the master, or the redundant CCUs take turns being the master each time they start. To minimize the transmission distance of the train-level network and avoid the impact of EREP on the train-level network, we allow the CCU at the reconnection end to be the master. If vehicles are reconnected, the reconnection end will send a hard-wired high-level signal, which is sent to the CCU through the input / output acquisition module. The CCU at the reconnection end can acquire this signal, while the CCU at the non-reconnection end cannot. In this way, the redundant CCUs can switch between master and slave modes, ensuring that the CCU at the reconnection end operates in master mode.

[0026] The CCU and ETBN determine the appropriate operating mode for each other through their respective logic, mutually confirm via the Train Real-Time Data Protocol (TRDP), ultimately determining the network state and locking the network topology. The CCU then issues a command prohibiting changes to the topology. This ensures the entire network achieves optimal operating conditions by using the shortest transmission path for train-level network data forwarding. Figure 3For example, in the case of two trains coupled together, the main CCU2 at the coupling end in the first trainset sends train-level network data to the main ETBN3 at the coupling end via ECNN1. The main CCU1 at the coupling end in the second trainset receives the train-level network data sent by the main ETBN1 at the coupling end via ECNN1. Under this condition, the train-level network data sent and received by the CCU does not go through EREP or ETBN. The physical channel for train-level data transmission is the shortest, the delay is the least, and it is the optimal path transmission.

[0027] In the above scheme, when an EREP anomaly occurs in the network, i.e., a repeater failure, this method ensures the stability and reliability of network communication by re-establishing the master-slave relationship of the Ethernet backbone nodes (ETBN) and the master-slave mode of the central control unit (CCU). The determination of the master-slave mode depends not only on the physical connection status but also on the acquisition of local reconnection signals, demonstrating the flexibility and intelligence of network management. Through the application of the Train Real-Time Data Protocol (TRDP), rapid confirmation of network status and locking of the network topology are achieved, effectively preventing fault propagation and ensuring the normal operation of the train communication network.

[0028] In one possible implementation, when the CCU detects that the number of ETBN nodes in the two train-level networks is inconsistent, or that the ETBN master-slave mode is abnormal in its own logical judgment, the CCU provides alarm prompts and fault handling guidelines through the human-machine display unit.

[0029] If the CCU detects that the number of ETBN nodes is inconsistent in the two train-level networks, or that the ETBN master-slave mode is abnormal in its own logic judgment, the CCU will issue an alarm to ensure that the entire network is normal after power-on.

[0030] In the above scheme, the CCU possesses a high degree of intelligent fault detection capability, enabling it to monitor network status in real time and promptly issue alarms when anomalies are detected. This design helps maintenance personnel quickly locate problems and take appropriate fault-handling measures. By monitoring the number of ETBN nodes and the master-slave mode in real time, the CCU can ensure the correctness of the network structure and the stability of data transmission. When an inconsistency in the number of ETBN nodes or an abnormal master-slave mode is detected in the train-level network, the CCU's alarm prompts not only remind maintenance personnel to troubleshoot promptly but also prevent data transmission errors or delays caused by incorrect network configurations.

[0031] In one possible implementation, it further includes: when any Ethernet backbone node (ETBN) in the train-level network fails, it disconnects the failed device from the train-level network bus through its own bypass function, while the sequence number of other Ethernet backbone nodes (ETBNs) remains unchanged.

[0032] See Figure 4 After the Central Control Unit (CCU) obtains the ETBN information of all Ethernet backbone nodes, it checks the integrity of the train network function. If the number of ETBNs in Train Class Network 1 and Train Class Network 2 is the same and the function is normal, the CCU issues a command to prohibit changing the train class topology to all ETBNs. At this time, the ETBNs forward the train class data according to the node order established at the time of initial power-on. The CCU will continue to issue the command to prohibit changing the topology unless reconnection, regrouping or deconnection occurs.

[0033] If any Ethernet backbone node (ETBN) in the train-level network fails at this time, it can use its bypass function to disconnect the faulty device from the train-level bus without causing a change in the order of the Ethernet backbone node ETBNs. This ensures that the data sent by the Ethernet backbone node ETBNs in both train-level networks to the Central Control Unit (CCU) comes from the correct train formation, avoiding data confusion between the two networks. After ETBN3 fails in train network 1 within the first train formation, the ETBN in train network 1 within the second train formation remains at sequence number 02. The data sent by both train networks 1 / 2 to the CCU within the second train formation is node 2 data, ensuring data accuracy.

[0034] In the above scheme, the bypass function of ETBN is a crucial design feature for ensuring network reliability. When an ETBN fails, it can automatically disconnect from the network bus without affecting the normal operation of other ETBN nodes. This self-protection mechanism isolates the faulty node without interrupting the entire network service, ensuring continuous network operation. By maintaining the sequence numbers of other ETBN nodes, network topology reconfiguration caused by the removal of the faulty node can be avoided, ensuring network stability and optimal data transmission paths.

[0035] In one possible implementation, when any of the Ethernet backbone nodes (ETBNs) in the train-level network fails, the method further includes: When an abnormal power fluctuation causes the ETBN to restart, even if the central control unit (CCU) has been disabling commands to change the network topology, all Ethernet backbone nodes (ETBNs) within the vehicle-level network can still execute commands to change the network topology, thus triggering a change in the vehicle-level network topology. After a power outage and restart, a faulty Ethernet backbone node (ETBN) must trigger a topology change to join the train-level network topology, function normally, and forward train-level network data to that node.

[0036] In the above scheme, if any Ethernet backbone node ETBN fails and abnormal power fluctuations cause the ETBN to restart, even if the central control unit (CCU) continuously prohibits topology change commands, all Ethernet backbone nodes ETBNs within the vehicle-level network can execute topology change commands and trigger a topology change in the vehicle-level network. This ensures that the failed Ethernet backbone node ETBN can rejoin the train-level network after a power outage and restart, and then operate normally and forward train-level network data sent to that node. At this time, due to the redundant configuration of train-level 1 and 2 networks, the train-level network that has not yet undergone initial network operation still communicates normally with the CCU. The topology change triggered by a single Ethernet backbone node ETBN will not cause interruption of train-level network data forwarding, and the train continues to operate normally.

[0037] In the above scheme, the CCU plays a central role in network management, maintaining control over the network topology even in abnormal situations such as power outages and restarts, preventing unnecessary network reconfiguration. This design ensures that the network can quickly return to normal after recovery, minimizing service interruption time. After a faulty ETBN is repaired and restarted, it can seamlessly rejoin the train-level network, restoring its data forwarding function, ensuring network resilience and recoverability. By prohibiting unauthorized network topology changes, the CCU effectively maintains the stability of the network structure, guaranteeing the continuity and reliability of data transmission.

[0038] In one possible implementation, it further includes: when a network line failure occurs in the central control unit (CCU) operating in main mode: If the Ethernet backbone node ETBN operating in slave mode can communicate normally with the central control unit CCU operating in master mode, then the master-slave Ethernet backbone node ETBN will switch operating modes.

[0039] Reconnection will trigger CCU redundancy switching, with the CCU on the reconnected end becoming the primary CCU. Decompilation will not trigger CCU redundancy switching.

[0040] See Figure 5 When a network line failure occurs in the main central control unit (CCU), the Ethernet backbone node ETBN operating in master mode discovers that communication with the CCU has been lost. However, the Ethernet backbone node ETBN operating in slave mode discovers that it maintains normal communication with the CCU. Therefore, the master and slave Ethernet backbone nodes switch operating modes to ensure normal train-level data transmission and reception. When a link anomaly occurs between the main CCU and main ETBN3, ETBN1 and ETBN3 switch from master to slave. In this case, data from the main CCU is sent to the main ETBN1 via the vehicle network, ensuring normal train-level data forwarding.

[0041] In the above scheme, the network's flexibility and adaptability are further enhanced. When the master-mode CCU encounters a network line failure, the system can automatically switch to master-slave mode to ensure continuous network operation. This automatic switching mechanism can quickly restore network service in the event of a CCU failure, minimizing the impact on train operations. By monitoring the communication status between the CCU and ETBN in real time, the system can respond quickly to faults and automatically adjust network configurations to ensure the stability and efficiency of data transmission. This design not only improves network reliability but also enhances the system's self-recovery capability in the face of faults, ensuring the safety and reliability of train operation.

[0042] In one possible implementation, the method further includes: during reconnection and deconnection, the CCU issues a command allowing changes to the network topology based on the deconnection signal, and after the network topology stabilizes, issues a command prohibiting changes to the network topology.

[0043] During decompilation, the input / output module acquires the decompilation signal and feeds it back to the CCU. The CCU then issues a command to allow topology changes and, once the network topology is stable, issues a command to prohibit topology changes.

[0044] In the above scheme, the CCU's dynamic control of the network topology demonstrates a high degree of intelligence and adaptability in network management during reconnection and disconnection. By dynamically adjusting the network topology based on signals from the non-reconnected ends, the CCU can flexibly respond to various network communication needs that may arise during reconnection and disconnection, ensuring network stability during topology changes. Furthermore, by issuing a command prohibiting changes to the topology after the network topology has stabilized, the stability of the network structure and the security of data communication are further guaranteed, providing strong network support for the reconnection of rail vehicles.

[0045] In the above scheme, support for coupling and decoupling operations is a crucial part of the design of the railway vehicle train formation coupling network system. The system can automatically adjust the network configuration according to the dynamic changes in train formation, ensuring the continuity of network communication and the accuracy of data transmission. During coupling or decoupling operations, the system can automatically reconfigure the network topology according to the actual train formation, ensuring seamless communication between vehicles. This flexible network management strategy not only improves network adaptability but also greatly facilitates daily train operation management, ensuring the efficiency and safety of train operation. By supporting coupling and decoupling operations, the railway vehicle train formation coupling network system can meet various network communication needs in train operation, improving the flexibility and efficiency of train operation. Finally, it should be noted that the various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably.

[0046] The fault handling method for the railway vehicle train reconnection network system in this application adds reconnection topology judgment logic between the ETBN and CCU to complete the selection and judgment of the optimal transmission path and equipment master-slave mode under reconnection conditions, and to lock the network topology after power-on. The ETBN distinguishes different working conditions such as equipment failure, link abnormality, reset power-on, and reconnection / disconnection in the software, and establishes a linkage mechanism with the CCU to make the correct response under abnormal working conditions together with the CCU. The ETBN optimizes the traditional initial operation mechanism in software, and does not completely follow the passive operation mode of prohibiting or allowing topology changes, but instead makes active changes to the operation mode according to different working conditions.

[0047] The fault handling method for the railway vehicle trainset multiple-unit network system proposed in this application has the following advantages: 1. Reduce the number of REPs involved in train network data transmission in the train-level network under multiple-unit operation conditions, reduce the complexity of network data forwarding, thereby reducing failure points and improving system robustness.

[0048] 2. When a non-bypassable fault such as cable breakage or loose connector occurs between the ETBN and CCU in the train-level network, causing abnormal data interaction in the reconnected train, the ETBN can immediately detect it and take redundancy switching action to maintain the normal operation of the train and improve the fault tolerance of the system.

[0049] 3. Differentiate between various operating conditions such as equipment malfunction, restart / reset, and decompilation / reconnection during ETBN operation, and make different responses under different conditions to improve system stability.

[0050] The above embodiments are only used to illustrate the technical solutions of the present invention and not to limit them; although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications can still be made to the specific implementation of the present invention or equivalent substitutions can be made to some technical features without departing from the spirit of the technical solutions of the present invention, and all such modifications and substitutions should be covered within the scope of the technical solutions claimed in the present invention.

Claims

1. A method for handling faults in a rail vehicle trainset reconnection network, characterized in that, This technology is applied to railway vehicle trainset multiplexing network systems. The multiplexing network comprises two or more single-train network systems. Each single-train network system includes a train-level network and a vehicle-level network. The train-level network includes four Ethernet backbone nodes ETBNs located in the cars at both ends of the trainset: ETBN1, ETBN2, ETBN3, and ETBN4. ETBN1 and ETBN3, and ETBN2 and ETBN4 are connected via repeaters EREP. ETBN1 and ETBN3, and ETBN2 and ETBN4 are redundant with each other, forming two independent networks. The vehicle-level network includes two independent network switches, ECN1 and ECN2, installed in each carriage within the train set. The ECN1 and ECN2 of each carriage are connected sequentially to form an independent ring network or link aggregation network. It also includes: a central control unit, CCU1 and CCU2, located in the two end vehicles of each train set. The two are redundant with each other, and CCU1 and CCU2 are simultaneously connected to the ECN1 and ECN2 in their respective carriages. The method includes: When an EREP exception occurs, it includes: The master-slave relationship of Ethernet backbone network node ETBNs is redefined, including: ETBNs with no other nodes on either side operate in slave mode, ETBNs with other nodes on either side operate in master mode, and the master ETBN can bypass the link where the faulty EREP device is located to transmit data with the ETBNs in its group; The CCU determines the master-slave relationship based on whether a local reconnection signal is collected. The CCU at the reconnection end works in master mode, while the CCU at the non-reconnection end works in slave mode. After the CCU and ETBN, which are in master-slave mode respectively, confirm the master-slave relationship, number of nodes and node sequence number with each other through the Train Real-Time Data Protocol (TRDP), the final network state is determined and the network topology is locked. The CCU then issues a command to prohibit changes to the topology. When any of the Ethernet backbone nodes (ETBNs) in the train-level network fails: When an abnormal power fluctuation causes the ETBN to restart, even if the central control unit (CCU) continues to execute the command to prohibit changing the network topology, all Ethernet backbone nodes (ETBN) within the vehicle-level network can execute the command to change the network topology, thus triggering a change in the vehicle-level network topology. After a power outage and restart, a faulty Ethernet backbone node (ETBN) must trigger a topology change to join the train-level network topology, function normally, and forward train-level network data sent to that node.

2. The fault handling method for rail vehicle train formation and multiple-unit network according to claim 1, characterized in that, When the CCU detects that the number of ETBN nodes in two train-level networks is inconsistent, or that the ETBN master-slave mode is abnormal in its own logical judgment, the CCU will provide alarm prompts and fault handling guidelines through the human-machine display unit.

3. The fault handling method for rail vehicle train formation and reconnection network according to claim 2, characterized in that, Also includes: When any Ethernet backbone node (ETBN) in the train-level network fails, it can disconnect the faulty device from the train-level network bus through its own bypass function, and the sequence number of other Ethernet backbone nodes (ETBNs) remains unchanged.

4. The fault handling method for rail vehicle train formation and multiple-unit network according to claim 3, characterized in that, Also includes: When a network line failure occurs in the Central Control Unit (CCU) operating in main mode: If the Ethernet backbone node ETBN operating in slave mode can communicate normally with the central control unit CCU operating in master mode, then the master-slave Ethernet backbone node ETBN will switch operating modes.

5. The fault handling method for rail vehicle train formation and multiple-unit network according to claim 4, characterized in that, Also includes: During reconnection and deconnection, the CCU issues a command allowing changes to the network topology based on the deconnection signal, and then issues a command prohibiting changes to the network topology after the network topology has stabilized.

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